Now that we are well into winter, collectors everywhere are
busily at work getting more engines restored. We are certain of
this, because of the large amount of mail coming in this month.

It is hard to believe that some 25 years ago when the Reflector
first got serious about gas engines, this hobby was considered
offbeat to say the least. Our first engine was a 6 HP John Deere on
factory trucks, with clutch pulley, and in running order. Its fault
was that the top of the fuel tank had rusted enough that oil got
into the fuel, creating all sorts of problems. Since the engine
only cost us $5, we traded it off in short order for a 5 HP Economy
engine it too was subsequently traded for something else.

Although the recent decline in prices generally has made our
personal collection go down in 'book value', the decline
has perhaps jolted collectors into reality once again. Granted, the
very rare engines still command exceptional prices, but the
ordinary garden variety engines have returned to values that make
it possible for almost anyone to enjoy the hobby of collecting and
restoring old gas engines and tractors. For this writer, there has
been a unique thrill to completely rebuilding a vintage engine,
bringing it up to or beyond original specs, painting it up again,
and listening to it once again come back to life. We hope all of
you can have the same pleasure we have enjoyed from our hobby.

The December GEM illustrated what can happen when an engine
catches fire. Take heed! Carry a fire extinguisher; don't leave
your engine unattended; and never run your engine if there is fuel
leaking someplace. So, please be careful!

-Advertisement-

Although somewhat belated, the Reflector wishes each and all of
you the Best for the New Year, 1986.

21/2/1 Q. The adjacent photograph (21/2/1a)
illustrates a 4 HP engine built by Hercules Buggy Company,
Evansville, Indiana. Although this engine is very similar to both
the Hercules and the Economy, the specifications are different.
This unit has a 5 x 9 inch bore and stroke, 28 inch flywheels, and
a 2 inch crank. The 4 HP Economy uses a 4 x 9 inch bore and stroke,
1 inch crank and 26 inch flywheels. Is this engine an early
Hercules, and if so, how old might it be? The engine had traces of
red paint compared to the green color indicated in your column
previously.

Also, we have a Wonder engine (21/2/1 b) with the nameplate
reading: Waterloo Cement Machinery Corp'n., Waterloo, Iowa USA.
What is the proper color for this engine, approximate year built,
etc.?

Lastly we have a small Earth Master tractor and would like to
know when it was built, color, etc. Jim Schifferer, 9445 Parris
Gap Rd. S.E., Turner, OR 97392.

A. First the Hercules by Hercules Buggy
Company. Referring to American Gas Engines page 226 it will be
found that this firm bought out the old Holm Machine Co., Sparta,
Michigan in 1912. Since the 1915 Hercules catalog shows the
streamlined engine with a new hopper design and other
modifications, it appears obvious that production of the flattop
hopper design lasted only until 1915. Likewise, there seems every
possibility to the Reflector that these early models were indeed
red rather than the deep green that Hercules used. The whole
arrangement was rather complicated Hercules was in the vest pocket
of Sears & Roebuck and produced their Economy engine line
(which by the way was painted red). In addition, Hercules also
marketed their own line concurrently. From what we have seen, the
fancy Hercules decal did not appear until at least 1915.

-Advertisement-

Now to the Waterloo Cement Machinery Corp'n. To our
knowledge, their Wonder engines were built by someone else as long
as they produced cement mixers. That someone else seemed to vary,
depending probably on who came in with the lowest quote. For
instance, Novo, Fairbanks-Morse, Fuller & Johnson, Nelson Bros,
and others are known to be floating about with the Wonder
nameplate. Your photo (21/2/1b) sure looks to us like a Three Mule
Team from Associated Mfrs., Waterloo, Iowa.

Earthmaster tractors were introduced shortly after World War Two
by Earthmaster Farm Equipment Co., Burbank, California. The venture
was brief the 1953 Farm Implement News Buyer's Guide lists
'No Repairs', indicating that Earth master had already come
and gone.

A. The Wade was built at least into the
1940's, but we confess that we do not have the proper color
scheme. It lurks in memory however, that these little two-cycle
engines used a fair portion of Ford Model T parts. Perhaps the
preceding entry might be a good starting point on the early
Hercules ignition system.

21/2/3 Q. Can anyone give us further
information on the WARDS tractor illustrated? It 15 of about 1950
vintage, with a tag reading: Lowther Company, Joliet, Illinois. How
about proper color, years built, type of engine, etc.? Elden B.
Woodford, Marathon, Iowa 50565.

-Advertisement-

A. During the late 1940's and early
1950's a whole spate of look-alikes were spawned, bearing
various names. These included the Wards, Custom, Lehr's Big
Boy, and a few others. Somehow or other these were all connected.
Shallow research hints that the various models followed one
another, nearly concurring with a constantly changing locale. Our
recollection is that a Chrysler industrial engine was a major
feature, along with an automotive-type rear end. Also in our
recollections, red seems to be the predominate color scheme. Since
we have no specific literature on the many-faceted adventures of
the Lowther Company, we cannot tell you for sure about the specs.
However, by the mid-1950's the entire operation was
shelved.

21/2/4 Q. Mr. Isaac Geer, 947 Colonel Led-yard,
Ledyard, CT 06339 inquires concerning his Leader tractor built at
Chagrin Falls, Ohio. It is a Model 49-D. Reference to this tractor
is found on page 179 of American Farm Tractors. Mr. Geer also
comments that he has been informed that certain Farmall tractor
gears will fit this machine. If so, what gears and from what
Farmall model?

21/2/5 Q .From the state of Hawaii comes an
interesting letter by Charlie Fitch, Box 68, Pearl City, HI 96782.
So far Mr. Fitch has not found any fellow collectors in his state,
thus his plea for help to GEM readers. His collection includes a
Worthington open-crank 2 HP kerosene model; a Stover CT-3, s/n
TC-238510; and a Cushman Cub R-20, 3 HP model.

A. We can tell you for sure that the Stover
CT-3 was built September 11, 1936. We suspect the Worthington is of
the 'W' series and built during the 1920's. The Cushman
R-20 probably got its. birth during the late 1920's. Since Mr.
Fitch is virtually a one-man show on Oahu, perhaps some of our
readers might be of further help.

21/2/8 Q. Loren Steiner, 5973 Mt. Eaton Rd.,
Orrville, OH 44667 would like to hear from someone in the John
Deere Two-Cylinder Club. Also desired is data on an Associated 4 HP
with battery ignition.

A. We don't have the address of the Deere
club, but certainly one of their members should be in contact with
you upon hearing of your interest. The question on the Associated
is more difficult to answer. Those with the 'underside'
trip date generally prior to about 1917. It would seem that this
date is usually accepted as the introduction of their overhead trip
mechanism. Beyond that, their engines were apparently available
with either magneto or battery ignition during most of their
production as a purchaser option, and this, even though Associated
built their own rotary magnetos.

21/2/9 Q. May we hear from anyone with a Rumely
OilPull stationary power unit. Ours is 45 HP, s/n 14, Type RS, 540
rpm. We would like to know about proper color, year built, etc.

Also would like information on a 5 HP Kraker-Jack built by
Smyth-Despard Co., Utica, New York, s/n 10.

Have found a Dart Blue J tractor and need further information on
this one too. Harry Cook, 1724 Hillcrest Drive, Wilson, NC 27893.
Ph. 919-243-4042.

A. Although the Reflector is aware of Rumely
building their tractor engine as a stationary power unit, we have
little specific data on these.

With serial number 10, the Kraker-Jack obviously must have been
one of the very first of these engines built. A 1925 advertisement
constitutes most of what we have found on these engines, with our
assembled data shown on page 473 of American Gas
Engines.

The Dart Blue J is one of the Waterloo-built tractors. Dart
Motor Truck Company at Waterloo was the firm in which Bill Galloway
of mail order fame had a financial interest. Their attempt to enter
the tractor market through this door was brief at its best. The
book Nebraska Tractor Tests Since 1920 indicates that this
unit was submitted under Test No. 38 of August, 1920. For reasons
unknown the Dart was withdrawn. This withdrawal, like many others
occurring through the history of the tests should not necessarily
be construed as manifesting a serious defect in the tractor. A
guess might be that Dart, being in serious financial difficulties
at the time, might have aborted prematurely.

21/2/10 A month or so back, the Reflector
received a nicely done paint color chart from Jim Durham, Box 42,
Liberty, KY 42539. This gives a big boost to the whole scheme of
assembling a paint color guide. Once a plan is devised whereby the
comparable colors might be accurately reproduced, then we will have
crossed another hurdle toward completion of this project. Achieving
this goal has become somewhat more difficult for ye old Reflector
than previously imagined!

21/2/11 Q. Waldo Esterline, 6508 Old Clifton
Road, Springfield, OH 45502 would like to correspond with other
owners of an Avery 25-50 tractor.

21/2/12 Q. What is the year of manufacture for
a R & V 1 HP engine, s/n AL36942? What years was the wide front
end available for the A-C 'WC' tractor? Tom Stoskopf,
Waverly, IA 50677.

A. Accurately dating the R & V engines is
very difficult since no company records exist, and since their
advertisements do not lend themselves very well to identification
by their perusal. Judging from the information on page 435 of
American Gas Engines, it would appear that R & V engine
production ceased for all practical purposes in 1917. We will have
to confer with A-C for a determination, but it appears that the
adjustable wide-front axle could be retrofitted, basing this
conclusion on their Master Parts Book.

21/2/13 Q. We have recently acquired a Case
15-27 Crossmotor tractor, s/n 24520. Knowing little about it, we
would like to know whether any of the parts are interchangeable
with the later 18-32 Case. Would like to correspond with someone
having one of these tractors, as we plan to restore our model.
Larry McKenzie, 613 Cook, Lewstown, MT 59457.

A. Since all indications are that the
18-32 rating came from raising the rated engine speed, we would
guess that many parts would interchange. Not having the required
parts manuals, we hope that one of our readers might have access to
this information and be willing to share same.

21/2/14 Q. Carl Cassel, 643 W. Preno Rd.,
Lin-wood, MI 48634 is the proud owner of the Maytag-powered garden
cultivator shown in an adjacent photo. Information, copy of the
owner's manual or anything else of help will be greatly
appreciated.

21/2/15 Q. Harold Penny, 25 Rand Rd., Villa
Park, ZL 60181 sends us a letter regarding the method of placing
'For Sale' ads in GEM. To paraphrase Mr. Penny's
letter, 'If it's for sale, put a price on it.' In
addition, give the address, phone number, and hours to call. If you
are going to be gone, let someone else know the price and other
information so that a caller can get some idea on the first call,
rather than two or three calls later.

A. The Reflector concurs! Over the years we
have concluded that a small minority of advertisers have used the
For Sale section as a medium whereby they might determine the top
dollar for a specific item, never really intending to give a
prospective buyer the right of passage to begin with. Beyond this,
we come to the defense of advertisers to a certain extent, since in
some cases the seller really does not know the value, especially
with estates and similar situations. All in all, we believe Mr.
penny raises a valid point. As a seller, give interested parties
the same courtesy as you would expect were you the buyer!

21/2/16 Q. Raymond Urton, Box 86, Syracuse, KS
67878 inquires about the proper paint colors for the Neward engines
and the United Type A engines.

A. The Neward was sold by Montgomery, Ward
& Co. but we have never seen a color illustration of this
model, nor have we seen one still about. The United was a deep red,
comparable, we believe, to DuPont Dulux 93-1863-H.

21/2/18 Q. Michael Schaffer, 2171 Settlement
Rd., Monroville, OH 44847 writes that he has a 1935 F-12 which he
plans to restore and repaint, but has been told it would lose value
by being repainted.

A. Although we don't wish to become a
partisan here, it is our opinion that a good restoration would
enhance the value of the tractor. After all, if the next guy wants
it rusty, strip it down to the old weathered finish and be back to
the starting point.

A. Although the Reflector has used DuPont
93-72001 on several engines, it is not an exact match, with the
original color being slightly darker, and bearing a slight bluish
cast. So far we haven't figured out a way to obtain the correct
shade except for a home brew formula.

21/2/22 Q. Bill Kessler, 12700 Alameda Dr.,
Cleveland, OH 44136 writes that although he is a newcomer to the
hobby, he has acquired a Fairbanks-Morse 1 HP 'Z' engine
plus a Jaeger 3 HP model. Since Mr. Kessler notes that his
knowledge of these engines is limited, he would appreciate talking
with anyone that could be of help. His phone is 216-238-8689.

A. We suggest also looking through GEM and
contacting some of the firms and individuals offering reprints of
early catalogs, instruction books, and similar items.

21/2/23 Q. T. Bassaro, 1 Aunt Patty's Lane
West, Bethel CT 06801 would like to have maintenance specs on a
Model X512 Iron Horse engine built by Johnson Motor Co., Waukegan,
IL. Specifically he would like to know the proper point gap, plug
gap, and similar data.

21/2/24 Q. We need Help! We have a
Fairbanks-Morse 16 HP 2-cyl diesel generator. The Model 48 engine
is really a Sheppard Model 13 diesel. It is coupled to a Kurz &
Root 12.5 kva alternator. Letters to these companies indicates that
it was built in the late 1940's. No parts information is now
available.

The pistons are stuck. We have moved them up to remove the rings
but cannot get to the wrist pin or remove the piston as the crank
end of the rod is much larger than the cylinder sleeve. There must
be a way to remove the piston, connecting rod, and cylinder liner
without splitting the all-cast iron crankcase. I need how-to
information or a manual on this engine.

(See my ad in the 'Wanted' section.) If we ever get the
engine running we will need information on wiring in a voltage
regulator for 115-230 volts. Any and all information will be
greatly appreciated. Robert Strong, 1314 Sunrise Dr., N. Ft. Myers,
FL 33903.

A. Your 17-28, s/n 30676 is of 1934 vintage,
but we cannot tell you the precise shade of gray.

21/2/29 Q. Bruce Wittren, 104 East C.R. 150
South, Valparaiso, IN 46383 needs assistance in restoring a Cushman
Model C vertical engine, s/n 34151. He is a relatively new member
of the gas engine fraternity.

21/2/30 Q. What are the ages of the
following engines: Ottawa Log Saw, s/n C21879; IHC LA engine, s/n
LAA36022 and another LA 1327. Also where can I find further
information on these engines? Dennis Voigtman, Box 50, Murray, NE
68409.

A. We cannot give the precise age of the
Ottawa, but it would appear that the LAA36022 dates to 1937, and
the LA1327 is of 1935 vintage. Several GEM advertisers offer
instruction manuals and other information on these engines.

21/2/31 Q. Rollin Elmore, Tiskilwa, IL 61368
asks the age of an Ottawa drag saw, 6 HP, s/n 11875. Also would
like the correct colors for same, and needs information on the
ignition system.

A. The Ottawa engine was finished in red, with
the log saw frame and parts being finished in green. No information
seems to be available on the serial numbers.

21/2/32 Q. We acquired this little engine a
short time ago but have not been able to identify it. It has U-1,
U-2 etc. for casting numbers, has a 3 inch bore, hit-and-miss
ignition, and uses a single flywheel weight. Bill Trotter &
Sons, 34 W. Euclid Ave., Barron, WI 54817. 715-537-5228.

21/2/33 Q. William Rogers, Independence Lane,
Hannacroix, NY 12087 inquired whether it is better to drain engines
when not in use, even during the summer months as a means of
preventing further rusting or deterioration of the cylinder and
jacket?

A. Assuming normal tap water that is
neither alkaline nor acidic in content, we doubt it makes much
difference. There is no doubt that a certain amount of corrosion
occurs with water present, especially at the water line. This is
due to excess oxygen in the water rising to the surface and
remaining there for a time. Since oxygen is corrosive, a certain
amount of damage could occur over time. From a practical
standpoint, we doubt this would have any appreciable effect for
years and years.

21/2/34 Q. Thomas B. Morrison, Supt., Buffalo
Bill Ranch, State Historical Park, RR 1, Box 229, North Platte, NE
69101 writes that he is restoring a Gee Brothers Ice Harvester as
built by Homer H. Gee & Company, Lyons, Michigan. It is
equipped with a New-Way Model CH engine, 5 HP, s/n C-7032. Mr.
Morrison would like information regarding the proper color of both
the engine and the machine.

A. Seldom does one hear of an ice saw nowadays!
Should any of our readers be able to assist in this noble project,
kindly contact Mr. Morrison.

21/2/35 Q. We (my boys and I) found a 4 HP
Worthington engine s/n 37300. It is like the one pictured on page
566 of American Gas Engines. The magneto and a few other parts are
missing. At the time we were living at 11,000 feet altitude in the
Andes mountains and found it would not run on kerosene but only on
gasoline. What is the purpose of the water line from the cylinder
to the carburetor? Where might we obtain more detailed pictures of
this engine in order to fix the fuel pump etc. Of course no parts
are available here in Peru. Tom M. Pace, Casilla 50, La Molina,
Lima 12, Peru S. A.

A. Mr. Pace's interesting letter also
stated that they have been Baptist missionaries in Peru for 17
years now, tinkering with old gasoline engines in spare time. To
answer one question, the water line from jacket to carburetor is
for the express purpose of adding water to the air-fuel mixture,
thus minimizing pre ignition when using low-grade fuels such as
kerosene. With no load or light loads, water was usually not
required, but under heavy load, pre ignition could get bad enough
to rupture the head gasket. Hopefully, some of our readers might be
able to supply some photos of their own Worthington engine or give
proper dimensions of parts to Mr. Pace.

21/2/36 Q. James & Alex I. Puskas, RD 2,
Box 327, Somerset, NJ 08873 inquire as to how one might make a
crankcase vent to keep a John Deere Model E, 1 HP engine from
forcing oil out around the magneto.

21/2/37 Q. Our 5 HP Hercules engine shown in
this column contains the following name-plate information: Loane
Engineering Company, Manufacturers & Distributors, Machinery
& Repairs, Baltimore, MD USA. As this company is obviously a
jobber, we would like to know any dates that Hercules sold these
engines to Loane. Is there any way to date the engine? It used an
old style Webster magneto. Also what does it mean to 'start on
compression' when talking gas engines? Peter Himmelheber,
Box 71, Route 1, Leonardtown, MD 20650.

A. Determining just when Hercules sold these
engines to Loane is probably impossible, as is an exact
manufacturing date for the engine itself. Regarding the 'start
on compression' phrase, this is old parlance. Especially on
larger engines, the ignition was left off at first. The engine was
primed with gasoline, after which it was pulled through compression
once or twice by hand to vaporize the fuel. Right after pulling it
over top dead center it was allowed to coast to the end of what
would be the power stroke. By turning the engine backward rather
quickly, and simultaneously tripping the igniter while getting off
the flywheel, the engine would 'kick' and with any luck
would be off and running. Getting all this done, and getting it
done safely took a certain amount of skill. With large engines, a
so-called march starter was often used that accomplished the same
purpose. On bringing the engine back up against compression, the
starter was activated to obtain the first explosion. Our experience
has been that ordinary kitchen matches now available are
unsatisfactory.

21/2/38 Q. Howard Weidenbach, Box 696,
Parkston, SD 57366 inquires regarding the proper paint colors for
the Best 60 crawler and the Best 2-Ton model. Since his town is
celebrating their Centennial in 1986, he would like to hear from
anyone having this information.

21/2/39 Q. I have a Monitor 8 HP engine of the
heavy pattern type as shown on page 45 of American Gas Engines.
When were these engines made, and what was the proper color? We
have never seen the 11 or 15 horsepower heavy pattern Monitor
engines. Would like to correspond with other Monitor owners or
anyone that can give us this information.

21/2/40 Q. Jesse Livingston, Rebel Supply Co.,
RR 2, Box 118, Troy, TN 38260 unites that he is restoring a
Fairbanks-Morse 2 HP Jack-of-all-Trades engine. He is convinced
that the original color was definitely red, but is unsure of the
proper shade. Also required are the proper dimensions for the
cooling tank.

A. We are always open to learning new things.
Lest it sound like we doubt Mr. Livingston, we don't it would
insult one's intelligence to argue that he doesn't know red
from green. What we are saying though, is that this is the first
time we ever heard of this particular FBM model being finished in
anything but their usual green that's almost black. Wish we
could help, but for this one we must appeal to someone out there in
engine land. Presumably, one of the early FBM catalogs might give
the proper dimensions for the cooling tank. Kindly let Mr.
Livingston and the Reflector know what transpires regarding the
proper color of the above engine.

21/2/41 Q. What is the proper color for the New
Sattley 1 HP engine as it is illustrated in Instruction Manual G-72
available from Stemgas Publishing Co.? Lawrence A. Wilson,
12609 Petersburg St., Chester, VA 23831.

A. We believe these engines were of the typical
dark green color used on the late model Sattley engines as sold by
Montomgery Ward. We would judge it to be comparable to DuPont 7498
Fleet Color, available in either Alkyd or Acrylic Enamel.

Mr. Wilson also encloses two photos (21/2/41 a &b) of a
Carter Mud Pump equipped with a Fairbanks-Morse engine. After doing
some research, Mr. Wilson sends us the following history of the
Carter Company:

Carter Company is still in business, but no longer builds mud
pumps. I did correspond with Ralph B. Carter, Jr., the
founder's son in 1976 and he gave me some details of the
firm.

In 1920, Ralph Carter had a contracting business for the design
and installation of water supply systems and wells. Owing to poor
service from the available de-watering pumps, he designed and built
his own, sub-contracting the patterns, casting, and machine work.
Assembly took place at his store located at 152 Chambers St., New
York City. One of the first six pumps eventually came under
ownership of AT&T. They were so impressed that they asked
Carter to build pumps for them. Carter accepted their order, then
removed to Hackensack, New Jersey and went into the manufacturing
business.

The business thrived under Carter's direction, but in 1961
he sold out to W. O. Boshen. So far as is known, Boshen is still in
business.

READERS WRITE

20/9/2 DuBrie Marine Engines Arthur L.
Crabille, 2704 Sunshine Drive S., Lakeland, FL 33801 sends an
interesting letter on the DuBrie engine. In a communication from C.
L. Cawood, Styring House, Pockling-ton, Yorks., YO4 2TS England Mr.
Crabille has learned that the DuBrie was sold in England under the
Amanco name, the Continental arm of Associated Manufacturers,
Waterloo, Iowa. Amanco also sold the Associated and Walther
engines, as well as the Panther marine engine. The latter was built
using many Ford Model T parts. If anyone can provide more
information on the whys and wherefores of these engines, kindly
contact Mr. Crabille, Mr. Cawood, or the Reflector. Mr. Crabille
kindly included several photocopies, but these would not reproduce
again for use in the column.

Manitoba engines

In a recent issue, discussion was made of the Manitoba gas
engines. Judson Tracy, Box 356, Carrington, ND 58421 kindly
forwards extensive data on these rare birds, and includes several
photos of same. His personal collection includes a 7 HP, 8 HP, and
a big 17 HP Manitoba. The latter has a 9 x 12 inch bore and
stroke.

Mr. Tracy researched this company and learned that it was
incorporated in February, 1903 under the name of Manitoba Wind Mill
& Pump Company Ltd. On May 15, 1912 the name was changed to
Manitoba Engines, Ltd. The Company was listed in the City Directory
of Brandon, Manitoba as late as 1917.

Mr. Tracy also includes some other interesting details on
Manitoba, but due to the length of this month's column, his
report is somewhat abbreviated. Kindly contact Mr. Tracy for
further details, enclosing a self-addressed stamped envelope. Mr.
Tracy would like to correspond with the parties purchasing the hot
air engines Lot 139 and Lot 141 as he purchased Lot 140 at the
recent Henry Ford Museum sale.

Vol. 5 of Automobile Engineering published in 1931 by the
American Technical Society gives a chart showing the various
voltages required. The top end of the graph indicates that about
16,000 volts is required to jump a 0.020' gap at 100 pounds
compression pressure.

Right and Left-hand Walking Plows

The December issue, page 23, photo #6 shows right and left hand
walking plows, with the writer asking the reason for this. Well, a
letter from E. L. Rumrill, 682 Skitchewaug Trail, Rt. 2,
Springfield, VT 05156 tells us that the farmer went to one end of
the field with the right hand plow, swapped plows and returned to
the other end. The Reflector hasn't figured out all the
logistics of this operation yet, but that's OK, we still have a
lot to learn! Mr. Rumrill would like further info on the Fordson
tractor, December issue, page 24, photo #5.

20/8/4 A. W. Gray's Sons J. Reid Lassetter,
504 Thomas Dr., Rossville, GA 30741 sends us a photocopy of the
repair book for these engines, asking a number of questions about
the company that the Reflector cannot answer. Perhaps some of our
readers might have some detailed history on the company they would
share with us.

Cletrac Color

Back in the December issue the question was raised on proper
color for Cletrac. Donald C. Knauff, RD 1, Lake City, PA 16423
writes that he has restored his 1938 Cletrac Model E '38'
using DuPont 017-DH orange, stating this is supposed to be the
exact color. He goes on to say that it looks the same, since he
used to run one of these as a young man.

Taylor Vacuum Engines

The December issue had a query for information on Taylor Vacuum
engines, and the Reflector did not make use of the printed index of
back issues! D. T. Kedinger, RR 1, Hwy 103, Oakfield, WI 53065
writes that the Mar-Apr 1980 GEM has a lot of history on this
particular firm. We also gather that Mr. Kedinger might be able to
help interested Taylor owners with information, etc. on restoration
of same.

20/9/p. 4 Spark Coils The Reflector caught some
static (pun intended) over his comments regarding the use of a
12-volt battery on Model T coils. Philip DeJarlais, 620 Dayton
Road, Champlin, MN 55316 commented that the Model T so-called
magneto was really an alternator and the frequency varied with the
engine speed. As the frequency increased the reactance of the coil
primary increased so that while there was an increase in voltage a
degree of regulation was provided. Under these circumstances, Mr.
DeJarlais suggests that the 9 volts AC was about equal to the 6
volts DC from the battery.

Dick Day, Heritage Engine Collection, 6 Windward Drive, Severna
Park, MD 21146 also comments in this regard, urging the Reflector
to greater technical accuracy. Aside from the Model T coil, Mr. Day
properly points to the method of lifting an engine shown in a
recent issue. When lifting an engine by its flywheels, do not chain
between the two rims without putting a block of wood between them.
Otherwise it is fairly easy to permanently spring the flywheel rims
out of alignment. An excellent point!

Beyond that, Mr. Day points out the Reflector's error when
stating that 'in case of a Ford Model T coils it is necessary
to use a 12-volt battery.' His letter goes on to say that the 6
volts DC from the battery was about equivalent to the 9 or 10 volts
from the so-called magneto. Operating at a higher DC voltage simply
eats up the points sooner, and if a Model T coil will not operate
properly with 6 volts DC, then either the coil or the points are
defective.

The Reflector concedes that the comments regarding the Model T
coil were committed to print with haste, and we all know the old
saying about that. Getting technical, the Model T magneto with its
so-called alternating voltage constantly reversed the voltage
through the points, thus providing the polarizing-depolarizing
effect that minimized point erosion. The Reflector also concedes
that for most engines, particularly of hit-and-miss design and
using fairly low compression pressure will operate nicely using a
6-volt battery. The rub comes when operating a very high
compression engine under load, such as the Cushman design. For too
many years now, the Reflector has used an 8 HP Cushman on a flour
mill. The ignition is set up using half of a Model T coil box for
easy interchangeability. These engines have very high compression,
and when operating under a heavy load, the little 8 HP would start
bucking almost invariably using a 6-volt battery, and regardless of
the coils pushed into the box. Switching to a 12-volt battery
eliminated the problem completely. Thus, whether it's the right
way or not, we have found a cure for the problem, and present our
solution as a possible cure for others with the same
difficulty.

CLOSING WORD

This month's column is one of the longest we have had.
Likewise it includes a substantial number of photos. Reader
response to various questions and comments has improved
substantially over the past year.

Particularly in this issue we have had some extensive comments
on past issues. We thank our readers for writing and sharing their
ideas with us. The Reflector makes no pretense of being an engineer
just barely a mechanic! Thus, we appreciate your letters and
comments.

The purpose of the Reflections column is to provide a forum for
the exchange of all useful information among subscribers to GEM.
Inquiries or responses should be addressed to: REFLECTIONS, Gas
Engine Magazine, P. O. Box 328, Lancaster, PA 17603.

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